Railway-traffic-controlling apparatus



June 25, 1929. c. w. FAlLoR RAILWAY TRAFFIC CONTR'OLLING APPARATUS Filed July 19, 1928 u W 7 MN f Mum R z wm MUMNQ m@ i N Q m Mw. am l mi J N NN a inw Q @MV Nm @MN @WN Nw MN @N mw A w ww uw QN NN uN mm1] l\.+lr lll um E RM i No 1 um www am mm mw Q um MQ l.. |WTMH WN my, W mm. qw@ WJ www m 5 \|||.l|1 Q W S w Q sw m Nw Q mw ww m, im m, QE EN .w 9%. A NA Rx .1| mu. m., N Y

Patented June 25., 1929. "l

UNITED STATES PATENT OFFICE.

CHARLES W. FATLOR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 8c SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

.l W RAILWAY-TRAFFIC-CONTROLLING .APPABATUSH i Application filed July 19,

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising train carried `governing` means controlled by energy rcceived :from the trackway. More particularly my present invention relates to the trackway portion of such apparatus.

l will describe one form of trackway apparatus embodyingI my invention, and will then point out the novel features thereof in claims.

rThe accompanying drawing is a diagrammatic view illustrating one form of apparatus embodying my invention.

Referring' to the drawing, the reference characters 1; and 1 designate the track rails of a stretch of railway track over which tratlic normally moves in the direction indicated by the arrow. These rails are divided by means of insulated joints 2 to form a plurality of successive track sections A-B, BMC, ctc. Each track section is provided with a track relay, designated by the reference character R with an exponent correspondin to the location, and connected across the rails adjacent the entrance end of the section. Each section is also provided with a source of track circuit current, here shown as a track transformer, designated by the reference character T with a suitable eX- ponent, and having its secondary 4 constantly connected across the rails adjacent the exit end of the corresponding section in series with the usual impedance 5. The primary 6 of each track transformer T is at times suppli'ed with alternatingcurrent as will be described hereinafter from a suitable source of ener,f' 7 such as an alternator M over line wires 3 and 3u. An insulated joint, designated by the reference character 7 with an appropriate distinguishing` exponent, located in one rail 1EL of each section at a point somewhat in rear of the exit end of the section. Associated with cach of the joints 7 is a transformer designated by the reference character S with an exponent corresj'ionding to the location and having one winding 9 connected with the rails on opposite sides of the corresponding joint 7. The Asecondary 1() of each transformer S is connected through a full wave rectifier S with the winding; of a slow acting direct current relay which is desig- .natediby the reference character D with an appropriate distinguishing exponent. It

'wi i. be plain, therefore, that the alternating 1928. Serial N0. 294,029.

current supplied to the rails of each section by the corresponding track transformer, flows through thel rails of the section in series and through the windings of the track relay R and winding 9 of transformer S. The alternating current thus supplied to cach transformer S energizes the corresponding relay D.

Each track section further provided with an approach relay, designated by the reference character G with a distinguishing exponent, and arranged to be energized when the associated track relay is Cle-energized. Referringv particularly to relay GC, this relay is provided with a circuit which may be traced from line wire 3, through wires 22 and 28, back contact 2e of relay RB, wire 25, winding of relay GC, and wires 26, and 21, back to line wire 3*. Since relay RB is energized when section B--C is unoccupied, it follows that the approach relay GAC is normally deei'iergized, but that this relay is energized when a train occupying section B-U deenergizes relay EB.

Associated with each approach relay G is a coding device, designated in general by the reference character R with an appropriate distinguishing exponent, and comprising a motor P which operates a plurality of code wheels here shown as three in number and designed by the reference characters H1, H2 and H3. Each code wheel H1 operates a contact 1l so that when the code wheel is rotated the contact is alternately opened and closed. In similar manner, the code wheel H2 operates contact 'l2 so that this contact is periodically opened and closed when the code wheel is rotated. Finally, each code wheel H3 actuates a contact 13 in such manner that the contact is periodically operated in response to rotation of the code wheel. It will be observed that the code wheels H1, H2 and H3 `of each coding device K have different numbers of swells so that when the coding device is ope `ated, the contacts l1. 12 andl are periodically operated at dilferent frequencies. Each coding device K is controlled by the associated approach relay G in such manner that the coding device is operated when the approach relay is energized. For example, when relay G becomes energized, current flows from line wire 3, over wires 'let and 15, front Contact 27 of relay Gt", lwires 28 and 528e, nini-,or P and wires 29 and 2i to .time wire: tt.

Referring now Vparticularly to section B-C, when the section is unoccupied, the approach relay GC is (le-energized as was described hereinhefore. Under these condi- .,tions,ictn'rent flows'from` line wire 3, through wires 14, 15 and 16 hack contact 17 of relay G?, wire-18, primary G of transformer T C and :....wires'19-120-and 21( to line wire 3u. Under normal conditions, then, the primary (i of transformer TG is supplied with uninterrupted alternatingl current so that track relay RB is energized and relay' D is also energized. `VV'hen section B`C'is occupied by a train, however, so that relay GC is energized, the coding device K9 is operated and current is then supplied to the primary of transformer TU over a selected one of the contacts of the ceding device KC, depending` upon tratlic conditions. For example, if relay RC is energized, thev circuit for .transformer TC may betracedffrom line wire 3, through wires 14 and 15, front contact 2i" of relay GC, wires 2S, 30, 31 and 32, contact 13 .of coding device YKC, Wire 33, front contact of relay It, wire 35,/front contact 17 of relay GG, wire 18, yprimary 6 of transformer T C, and wires 19, f2() and 21l to line wire '3. 'IVhen this circuit is closed, alternating current supplied to the rails of sectionB-C is periodically varied at thel frequency of operation of contact 13, and this current I wi'll hereinafter term the proceed code. Ifrelay RC is cle-energized, however, the circuit just traced isbroken, and if relay DC is energized, current flows from line Wire 3 through wires lltand 15, front'contact 27 of relay GC, wires 28,130 and 31,' contact'12 of coding devicetKC, wire 38, front contact -3S) of relay DC, wire 40, back contact37'o`f relay RC, wire 35, front contact 117.01 relay G", wire 18, primary 6 of the transformer TC and wire's'lt), 2O and 21, to line'` wire"3. JllVhen this circuit is closed, the current supplied to sectionjB-C is periodically varied at thel frequency of operation of con` vtact 12 and this current I will hereinafter term the-caution code. If relays DC and RC are both de-ene rgized, however. the circuit linst tracedis opened and the circuit lfor transformer TC then passes from line wire .3 over wires 1-l an`d'15 front contact 27 of l, Y u j n relayGC, wiresQS and 30, contact 11 of coding "device KC, wire 41, hack contact 39 ofi-clay VDC, lvire 40, back contact37 of relay RC, wire f 35, front contact 17 of relay GC, wire 18, pri- `mary 6 trai'isformer TC, and wires`19` Q0 and 21, to' line wire31. The current then supplied to section B-'C is periodically varied at thefrequencyvof operation of contact 11 of coding'd'evice KC and this current I shall hereinafter term the slow code. The supply of current to each of the remaining,r sections is controlled in the same manner as has already beenexplained in connection with section B-C.

Before explaining the operation of the apparatus as a Whole, it should be pointed out that the traclway apparatus herein shown and described is suitable for, though in no waylimited to, use with train carried governing means responsive to current in the tracli'rails. In at least one form of apparat-us of the type described, the train car* ried governing means is arranged to display a proceed imlication when the track rails occupied by the train are supplied with the proceed code from a point in advance of thc train. In similar manner, a caution indication is displayed on board the train when thc rails are supplied with the caution code. and a slow indication is received on the train il the rails are supplied with the slow code.

As shown in the drawing, the section to theI right oli point C occupied hy a train indicated diagraninlatically at Z, so that traclv' relay RU is (le-energized. Section lfeC is unoccupied and relay R" is energized so thaty relay GC is (le-energized. It l'ollows that device K is at rest and that the alternating current supplied to the rails of sect ion llwstl is uninterrlu'ited. Relay D" is therefore energiZed. In similar manner, section A---ll is unoccupied. so that relays It* and 1)" are energized and relay G" is tlc-energized. The coding` device K is at rest and uninterrupted alternatingr current is supplied to primary t3 of transformer T" over back contact 17 of relay GB.

I will now assume that a train travelling in the direction indicated by the arrow traverses the stretch of track shown in the drawings. lVhen this train enters section AHB, relayv RA becomes (lc-energized, thereby pieking up rela-y Gand settingr the, codinglr device K into operation. Since relay Il is energized, current is supplied to the primary (l of transforn'ier TB over front contact ill olf relay R, and contact 13 ot coding.r device KB, so that the proceed code is supplied to the rails of section A-B. Each impulse ot the current thus supplied to the rails` energizes relay DB and due to the slow-actilngl characteristics of this relay, it holds its` front contacts closed during the interval between such impulses. The train therefore receives a proceed indication. 'hen the train passes the insulated joint 7", current frm transformer TB is shunted away vlrom primary 9 of transformer SB and relay D" then opens. This has no ell'ect upon the rest of the apparatus, however, since the supply of current to transformer T is now controlled indepeiulently of relay D. l hen the train enters section B-C, the consequent de-energization of relay Il" picks up relay GU and setsdeviceKC into operation. Since relayRC is now de-energized, the caution code is supplied to the rails of section ll-C over contact 12 of codingY device K, back contact 37 of relay RC and front Contact 39 of relay DC. It should be pointed out that tbl) llllj lltl when the train is between point B and insulated joint 7G, relay DU remains in its energized conditionso that a caution indication is displayed on board the train. When the train passes insulated joint 7G, however', relay DC' die-energized, and the circuit i'i'or transformer TC is then shiifted, by the closing' ot back Contact 39 ot relay DC, to contact ll of coding device KC. As a result, the slow code is supplie-d to the rails of section BPC and a slow indication is receivcd on board the train. It will be seen, therefore, that the train receives a proceed indication throughout section A-B, that the train receives a caution indication between point B and insulated joint TC, and that the train receives a slow indication from insulated joint 7C to point C.

When the train moves out of section AMB, the next impulse ot alternating current supplied to the rails ot section A B cnergizes relay RA, thereby picking,` np this relay and ile-energizing relay GB to stop the codingdevice Ka Furthermore, the closing et back contact l? oil relay G restores the supply oi ui'iiiiterrupted altern ating,l current to the rails of section A-B lor holding relay RA closed and for picking.;` up relay D. The operation ot the ajiparatui's as the train nieves out ot section B-C will be understood troni, the foregoing,` without further explanation.

In actual practice, it is customary to arrange the apparatus on the train so that when the indication received 'from the trackway changes from caution to slow, an automatic application ot the brakes will result unless the engineman takes some deliberate action to itoi 'cstall such application. 4In systen'is of this type the insulated oint 7B may conveninently be located at braking distance in rear ot the exit end oit the corresponding section. Under these conditions, an automatic application oit the bra-kes will be incurred at insulated joint 7 in rear oi' the occupied section and the train Will be brought to a full stop short of the occupied section unless the engineman orest-alls such application ol the brakes.

lt will be manifest from the 'foregoing description that with apparatus embodying my invention, I have provided trackway circuits which periiiit a change ot' indication in a coded train control system at an intermediate point in the section without piovii'linnl a vlull cut at such point, that is, without interposing; insulated jointsl in both rails at such point.

Although I have herein shown and described only one 'forni of railway tral'lic controlling apparatus en'ibodyingmy invention, it is understood that various changes and niodilications may be made therein within the scope ot the appended claims without departn ing; l'roin the spirit and scope of my invenn tion.

i Having thus described niy invention, what i l claini is:

l. In combination, a section oli railway track, an insulated joint in one rail ot the section, a Winding connected across said joint, ineans lor supplying` alternating` current to the rails adjacent one end ottlie section, incans l'or at times causing),l periodic variations in said current, and means controlled by said. winding tor controlling the frequency ot such variatioiiis.

ln con'ibinatioii, a section oil' railway track, an insulated joint in one rail ot the section, a winding?, connected across said joint, means tor supplying alternating current to the rails adjacent one cnd ot the section, and means controlled by said winding.;l Ylor at times periodically varying` said current at dill'erent frequencies according as said winding); energized or cle-energized.

In combination, a section oit railway track, an insulated joint in said section, a transformer havingone Winding` connected across said joint, a second winding,` on the transformer, a relay receiving energy from said second winding, means 'lor supplying;l altcriiatingi` current to the rails adjacent one end ot the section, and means controlled by said relay 'for at times causing periodic variations .in said current.

il. In con'ibination, a section ot' railway track, an :insulated joint in said section, a transformer having one Winding connected across said joint, a second Windingv on the translori'ner, a relay receiving energy :trom said second Winding, means :tor Fnipplying,r alternating current to the rails adjacent one end oit the section, means ellective when the section .is occupied to cause periodic varia tions in said current, and means tor at times controlling the frequency olf said variations in accordance with 'the condition ot energization ot said relay.

5. In combination, a section ojt railway track, an insulated joint in said section, a `transformer liaif'inp,r one Windingconnected across said joint, a second Winding on the transformer, a relay receiving energy from said second winding, means tor supplying,- alternatingl current to the rails adjacent one end et the section, means ellective when the section is occupied to cause periodic variations in said current, and n'ieans eli'ective under certain tratliic conditions in advance ot said section `,for controllinp,` the 'Frequency oit said variations in accordance with the condition oil cnergization olf said relay.

6. In con'ibination, a section ot railway' track, a track relay connected with the rails adjacent one end ot the sect-ion, means for supplyinp,l alternating` current to the rails adj aceiit the other end of the section, an insulated joint in one rail ol' the section, a Winding connected across said joint, means controlled by said track relay for at times til) y.causing periodic variations in the. current supplied to the rails, and means, Controlled hy said'ewindingfor at times controlling the irequency ,of said variations.

combination, Va stretch of railway track comprising aplura-lity of track sec- Y tions, a track relay foreach section connected across the rails Aadjacent the entrance end of the section, means for supplyingalternating current to the railsvadjacent the exit end of each section, an insulated jointzinv one rail ofeach section, a Winding connected across each said joint, and nieans controlled by each said Winding/and,.operating when they track relay for the section next 1n. advance is Ideenergized to cause periodic variations ot one Arequencyin the current supplied to.Y the secv,tionwhen a train occupying the section is on one side ot' saidA joint and for causing periodic variations of a different vfrequency in suoliA current Whenthe train is on the other Aside of the ljoint.

v-SuIn combination, 3a stretch of railway 'track` comprising a; plurality of sections, a .track relay'for each section connected across the railsadjacent theentrance end of the section, :means for supplying alternating current Htothe rails adjacent. the exit end of each section, an insulated joint in one rail of each section, a winding connected across each said joint, za slow acting relay receiving cnerg from each such winding` and means for eac i section for at times periodically varying the current supplied to said section at one frequency or another depending upon the condij tion of energization of said relay.

19.1In combination, a section of railway ti'aclan insulated joint 11i one rail ofi the scction, a transi'orn'ier having a primary connected across said joint, a slow acting relay,

means including a rectifier for supplying energy l'ioin the secondary of' said. transformer `to said relay, a coding device having two .contacts which are periodically operated at dilierent frequencies when a train occupies said section, a transformer having its secondary connected across (he rails adjacent 

